William s



w. s. HUDSON.

. I Car Truck.

No. 64,533. r Patented May 7, 1867f fi filsses. I lnve z V r\ v m I N-PETERS, PHOTO-UTHOGAPHEE WASl-HNGTON. D. C

d nner grates igatrnt @fifittt IMPROVEMENT IN LOGOMOTIVE TRUCKS.

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TO ALL WHOM IT MAY CONCERN:

Be'it known that I, WILLIAM S.'HUDSON, of Paterson, in the county of Passaic, and State of New Jersey, Superintendent of the Rogers Locomotive Works, have invented certain newand useful Improvements in Locomotives; and I do hereby declare that the following is a full and exact description thereof.

The patent to Mr. Levi Bissell, dated 1857, sets forth a mode of constructing and arranging a swivelling truck, so that when the locomotive is on a curved portion of the road, the truck shall be necessarily held in a correct or very nearly correct position corresponding to the curvature. But Mr. Bissells locomotive could not, without further invention, be provided with a truck so operating at each end. The object of my invention is to provide a truck so swivelling and guided at each end of the locomotive, while the structure is supported as firmly, and with the same liberty to adapt itself to uneven or twisting portions of the track as the ordinary or best American locomotives. My locomotive will run very nearly, or quite as well, either end foremost.

I will proceed to describe what I consider the best means of carrying out my invention. The accompanying drawings form a. part of this specification.

Figure 1 is a plan view of a locomotive constructed according to my invention, with a portion of the upper work broken away to show the peculiarities of the running parts.

Figure 2 is a side elevation of the running parts, some portions being sectioned, and others represented as transparent, the better to show the novel features.

Figure 3 is a cross-section on the line S S in fig. 1.

Figure 4 is a corresponding section on line T T in same.

The figures represent the novel parts, with so much of the ordinary parts as is necessary to show their relations thereto. Similar letters and marks of reference indicate like parts in all the figures. Tints are employed mainly to aid in distinguishing parts; .they do not indicate materials. The materials may be iron and steel,

as usual.

A is the boiler, A the-frame, and O and D the driving-wheels. These latter are coupled together by parallel rods, and are driven by connectingrods, not represented, in the long approved manner. Over the bearings of the wheels D are springs (Z, tied down at one end by links d, which are attached to the frame A, and at the other end by links (Z which are attached to the opposite ends of a cross-lever, E, which is represented distinctly in dotted lines in fig. 1. G is an equalizing lever, which extends from the centre of the cross-lever E to the centre hook or king-bolt of the truck M. It receives the weight of this portion of the superincumbent mass on the centre g. Over the bearings of the wheels O are springs a, connected to the frame A, as usual, at one end, and to the ends of two equalizing levers H H at the other end, each spring, 0, being independently attached to a lever, H, and ready to act without reference to the action of its mate. The two equalizing levers H H rest their opposite ends on the sides of the truck N, and support the weight of that end of the boiler, etc., on the two centres it h, at the sides of the locomotive, as will be clearly understood by an inspection of fig. 1. The weight of the mass supported on. the equalizing levers, therefore, rests on three points, so arranged as to form a triangle, one point being the centre, g, of the single lever G, the remaining points being the two centres 72 it of the separate levers H H.

The arrangement by which the trucks M and N are swivclled and confined will be readily understood by those familiar with the construction described in Mr. Bissells patent, above referred to, and generally known as the Bisscll truck. Each truck has but one pair of wheels. Over the centre of each is a king-bolt. Each side of said bolt is a double incline, on which the weight is so supported that gravity compels a tendency; to return to the proper position for straight track. A long triangular frame, I, extends inward, toward the centre of the structure, from the truck M, and ccntrcs on a pivot, 17, fixed to the boiler A. A corresponding frame, Q, extends from the truck N, and centres on the pivot q. The effect of this feature of the mechanism is, as in Mr- ]Eissolls arrangement, to hold the trucks straight on straight lines, and to hold them properly diagonal on curves; but my arrangement differs from Mr. Bissells in having a truck at each end instead of at one cndonly. And this arrangement is made possible and practicable, and highly conducive to the easy and successful working of the locomotive in either direction by the peculiar arrangement of the equalizing levers G H H, and the orosslever E, above described. I propose to introduceelliptic 'or other springs in the trucks, when desired, and to manufacture all the several details in any of the approved styles. It will be observed that while the main body or foundation portions of each truck M and N move to one side and'the other, as the road curves in one direction or the other, the king-bolts m and 'n, and the parts to which equalizing levers connect, do not so move laterally, but remain always in the same relation to the axis of the locomotive boiler.

Some of the advantages due to certain features of my invention may be separately enumerated as follows:

First. By reason of the fact that I employ a Bissell truck, or its equivalent, at each end of the locomotive, instead of the front end only, my locomotive is adapted to run either end foremost with the same smoothness and safety.

Second. By reason of the fact that my equalizing levers H H, equalizing the load between the rear drivers 0 and the sliding top of the rear truck N, I am able to obtain an equalization of the load and division of the shocks and connections between these two, in the same manner as is ordinarily obtained between two pairs of rigidly mounted drivers; and also to allow the under and main portion-of the truck N to move to one side and the other, as is required on curves, the equalizing not interfering with the lateral movement, and the lateral movement not interfering with the equalizing action.

Third. By reason of the fact that my single longitudinal lever G g, and cross equalizing lever E, are combined and arranged as represented, I am able to equalize in the same manner between the forward drivers D and the top portion of the forward truck M, so as to divide the shocks, etc., and to support the weight of the locomotive at the single point r, on or near the central line of the locomotive, and thus, in connection with the supporting points 7&- h, on which the rear equalizing levers H turn, to support the entire mass of the locomotive on three points, which is found in practice to be the best for allowing the locomotive to adapt itself to inequalities in the track and to do this without preventing the main body of the truck M from being moved to one side and the other, andavithout interfering in any way with the perfection of the equalizing action.

Having now fully described my invention, what I claim as new, and desire to secure by Lette'rsPatent, is as follows: i Q

1. I claim the two trucks MN, constructed and arranged as represented, and mounted at opposite ends of the locomotive, substantially as and for the purpose herein specified.

2. I claim, in connection with the above, the within-described arrangement of the equalizing levers 11 I1, so

as to equalize between the rear drivers C and the top portion of the truck N, and allow the lateral movements of the main body of the latter without disturbing the action of the equalizing levers, substantially as herein set forth.

3. I claim the equalizing lever G 7, and cross-lever E, mounted at the front of the locomotive, and arranged relatively to the truck M and forward drivers D, substantially as represented, so as, in connection with the lateral moving truck LT at the rear, and the equalizing levers H 7L connected therewith, to support the weight on the three points g 7t 7t, on independently equalizipg systems of levers and wheels, substantially as and for the purpose herein set forth.

W. S. HUDSON.

Witnesses:

HENRY M. OoLLYEn, EMIL VossNAeK. 

